EP1643166B1

EP1643166B1 - Transmission equipped with shift device, counterweight therefor and vehicle equipped therewith

Info

Publication number: EP1643166B1
Application number: EP05019045A
Authority: EP
Inventors: Yasuki Okadome
Original assignee: Mazda Motor Corp
Current assignee: Mazda Motor Corp
Priority date: 2004-09-30
Filing date: 2005-09-01
Publication date: 2009-01-07
Anticipated expiration: 2025-09-01
Also published as: US7694603B2; EP1643166A1; DE602005012205D1; US20060075842A1

Description

The present invention relates to a transmission to be equipped with a shift device, preferably a cable-type shift device, to a counterweight therefor and to a vehicle equipped therewith.
Conventionally, the transmission equipped with the cable-type shift device is known (see, for example, US Patent No. 5,791,194 ). In this kind of shift device, a counterweight is constituted so as to rotate with operation of a change lever, and an inertia of the counterweight improves shift feeling.
However, in the conventional shift device, the counterweight is provided at one tip end of a support arm which is supported at a rotational axis. Accordingly, a relatively large moment caused by the counterweight acts on the rotational axis, so that a smooth support would be deteriorated with the frequent rotation.
Also, since the counterweight is constituted so as to move vertically with select-direction operation of the change lever in the conventional device, the select-direction operation of the change lever would require a relatively large force, and thereby the shift feeling would not be appropriate.
Meanwhile, in order to obtain effectively a sufficient inertia of the counterweight, it is necessary to provide a space for the counterweight which can rotate without interference with any other vehicle components. However, various components are generally disposed in an engine room, and therefore the layout of the counterweight needs to be designed properly.
JP 03 260 412 A discloses the features of the preamble of claim 1 and shows an end structure of control cable comprising an oscillating lever connected to a weight by means of a connecting link.
EP-A-1 091 149 discloses a damper for shift linkage comprising a bridge coupling having mass assemblies and being secured to a selector through a collar welded to the selector.
It is the object of the invention to provide a counterweight structure which can improve a shift operation and a shift feeling of a shift device by providing a required shift force by means of the inertia thereof. Further, a transmission having such counterweight structure shall be provided. Moreover, an engine compartment of a vehicle shall be utilized properly.
This object is solved according to the invention by the features of the independent claims. Preferred embodiments of the invention are subject of the dependent claims.
According to the present invention, there is provided a counterweight operative to rotate with the rotation of a control shaft of a transmission to be equipped with a shift device,
wherein said counterweight includes a first weight portion and a second weight portion, an arm portion to interconnect the first and second weight portions, and a support axis disposed so as to extend substantially vertically, apart from said control shaft,
wherein the support axis rotatably supports a substantial gravity center of an entire of the first and second weight portions and the arm portion, and
is operationally connectable with said control shaft in such a manner that the counterweight does not move with the axial-direction movement of said control shaft, wherein a first portion of said arm portion interconnects said support axis and said first weight portion, a second portion of said arm portion interconnects said axis support and the second weight portion, and a link member interconnects said second arm of the arm portion and said outer lever fixed to the control shaft and thereby makes said counterweight rotate with the rotation of the outer lever,
wherein said first weight portion is heavier than said second weight portion, the first portion of said arm portion is shorter than the second portion of said arm portion.
According to the present invention, there is provided a transmission equipped with a shift device (preferably a cable-type shift device), comprising a counterweight, as described above, and:

a control shaft operative to control a shift change with rotation or pivotal movement and axial-direction movement thereof in a case of the transmission;
an outer lever operative to be rotated or pivoted by a shift-direction operation of an operating means, the outer lever being fixed to said control shaft outside the case of the transmission and to be coupled to the operating means via a transmission member.

According to the present invention, there is provided a transmission equipped with a cable-type shift device, comprising a control shaft operative to control a shift change with rotation and axial-direction movement thereof in a case of a transmission, an outer lever operative to be rotated by a shift-direction operation of a change lever, the outer lever being fixed to the control shaft outside the case of the transmission and coupled to the change lever via a cable, and a counterweight operative to rotate with the rotation of the control shaft, but not to move with the axial-direction movement of the control shaft, wherein the counterweight includes a first weight portion and a second weight portion, an arm portion to interconnect the first and second weight portions, and a support axis disposed so as to extend vertically apart from the control shaft, and the support axis rotatably supports a substantial gravity center of an entire of the first and second weight portions and the arm portion. Accordingly, the shift feeling can be improved, and the counterweight can be supported smoothly because the middle portion of the arm portion interconnecting two weight are supported. Also, since the counterweight is constituted so as not to move in the axial direction of the control shaft, the select-direction operation of the change lever can be done with the relatively small force.
According to the present invention, a first portion of said arm portion interconnects said support axis and said first weight portion, a second portion of said arm portion interconnects said axis support and the second weight portion, and a link member interconnects said second arm of the arm portion and said outer lever and thereby makes said counterweight rotate with the rotation of the outer lever.
According to the present invention, the first weight portion is heavier than the second weight portion, a first portion of the arm portion which interconnects the support axis and the first weight portion is shorter than a second portion of the arm portion which interconnects the axis support and the second weight portion, and there is further provided a link member which interconnects the second arm of the arm portion and the outer lever and thereby makes the counterweight rotate with the rotation of the outer lever. Accordingly, both efficient space utilization and weight reduction of the counterweight can be attained.
According to another preferred embodiment of the present invention, the outer lever includes a pole shaft projecting substantially parallel to an axis of the control shaft, preferably substantially vertically, and the link member includes a substantially circular hole through which the pole shaft is inserted. Accordingly, the outer lever can be engaged surely with the link member regardless of the vertical movement of the outer lever, and the counterweight can be made rotate with the movement of the outer lever in a simple structure.
According to another preferred embodiment of the present invention, the outer lever and the arm portion are disposed in substantially parallel. Accordingly, the linkage efficiency can be improved. Namely, the operational forces conveyed via the cable can be efficiently transmitted to the outer lever and the arm portion.
According to another preferred embodiment of the present invention, the transmission is disposed in an engine room of a vehicle and is coupled to an laterally-disposed engine via a clutch, and the counterweight is constituted such that the second weight portion rotates in a space which is enclosed by an outer peripheral portion of a housing of the clutch and an outer peripheral portion of the case of the transmission. Accordingly, the second portion of the arm portion can be constituted so as to be long enough by utilizing the space enclosed by the outer peripheral portion of the clutch housing and the outer peripheral portion of the transmission case, so that the weight of the second weight portion can be made as light as possible. Thereby, the proper clearance between the counterweight and vehicle constituting members can be ensured, and the weight reduction of the counterweight itself can be attained.
According to another preferred embodiment of the present invention, the outer lever and the arm portion are disposed in substantially parallel, and the cable is coupled to the outer lever at a substantially right angle to the outer lever and the arm portion. Accordingly, the cable can be disposed so as to be as straight as possible, and thereby the cable layout with a smooth operational force can be attained.
According to the present invention, there is further provided a vehicle, wherein a transmission according to the invention or a preferred embodiment thereof is disposed in an engine room of a vehicle and is coupled to an laterally-disposed engine via a clutch, and said counterweight is constituted such that said second weight portion rotates in a space which is at least partly enclosed by an outer peripheral portion of a housing of the clutch and/or an outer peripheral portion of the case of the transmission.
According to a preferred embodiment of the present invention, said outer lever and said arm portion are disposed in substantially parallel, and said transmission member is coupled to said outer lever at a substantially right angle to the outer lever and the arm portion.
Other features, aspects, and advantages of the present invention will become apparent from the following description which refers to the accompanying drawings.

FIG. 1 is a schematic view of a vehicle equipped with a transmission according to an embodiment of the present invention, viewed from above.
FIG. 2A is a view of the transmission and a clutch, viewed from above.
FIG. 2B is a view of the transmission and the clutch, viewed from above.
FIG. 2C is a view of the transmission and the clutch, viewed from above.
FIG. 3 is a perspective view of a counterweight, viewed from obliquely above.
FIG. 4 is a side view of the transmission and the clutch.
FIG. 5 is an elevation view of the transmission and the clutch.

Hereinafter, an exemplified preferred embodiment of the present invention will be described in detail referring to the accompanied drawings. Herein, the following discloses just the exemplified embodiment, and the present invention should not to be limited to this embodiment. It should be understood that even though embodiments are separately described, single features thereof may be combined to additional embodiments.
FIG. 1 is a schematic view of an engine room, viewed from above, of a vehicle 100 equipped with a transmission according to an embodiment of the present invention. In the present embodiment, the transmission in which a preferably laterally-disposed engine and a FF vehicle with a (preferably five-stage) manual transmission are applied will be described as an example.
As illustrated in this figure, there is provided an engine 101 in an-engine room of the vehicle 100, and a transmission 103 is coupled to the engine 101 preferably via a clutch 102. A rotation of an output shaft of the transmission 103 is transmitted to a differential gear 104 and then to drive front wheels 107, 108 and/or rear wheels (not shown) via drive shafts 105, 106. The transmission 103 is disposed near or close to a frame 109, as a preferred vehicle component, as illustrated in the figure.
Also, in a passenger compartment of the vehicle 100 is provided an operation means (preferably comprising a change lever 110), operation of which is transmitted to a cable-type shift device, which is part of the transmission 103, via a first cable or (preferably flexible) transmission member 121 and a second cable or (preferably flexible) transmission member 122.
Specifically, the shift-direction operation of the change lever 110 is transmitted to a control shaft 140 via the first cable 121 and an outer lever 130 provided at or on a transmission case. The outer lever 130 preferably is rotated or pivoted clockwise around an axis center of the control shaft 140 when the change lever 110 is shifted to positions of 2nd speed, 4th speed or R (reverse), while it is rotated or pivoted counterclockwise when the change lever 110 is shifted to positions of 1 st speed, 3rd speed or 5th speed. Since the outer lever 130 is fixed to an upper end of the control shaft 140, the control shaft 140 is rotated or pivoted as the outer lever 130 rotates or pivots. Thus, in the transmission case the shift-direction gear shift is performed with the rotation of the control shaft 140.
Meanwhile, the select-direction operation of the change lever 110 is transmitted to the upper end of the control shaft 140 via the second cable 122. Thereby, when the change lever 110 is shifted to the position available to 1 st speed or 2nd speed, the control shaft 140 is moved downward. And, when the change lever 110 is shifted to the position available to 5th speed or R, the control shaft 140 is moved upward. Thus, the select-direction gear shift is performed with the vertical (axial-direction) movement of the control shaft 140 in the transmission case.
There is further provided in the case of the transmission 103 a counterweight 150 which is disposed so as to rotate or pivot in a space (a portion illustrated by slash lines in FIG. 1) which is at least partly enclosed by an outer peripheral portion of a housing of the clutch 102, an outer peripheral portion of a case of the transmission 103, and/or the frame 109. The counterweight 150 rotates or pivots with the rotation or pivotal movement of the outer lever 130.
Next, the detailed structure of the counterweight 150 will be described referring to FIGS. 2A, 2B, 2C through 4. FIGS. 2A, 2B and 2C are views illustrating only the transmission 103 and the clutch 102 of FIG. 1, viewed from above. FIG. 2A illustrates the neutral shift state, FIG. 2B illustrates the shift state of 1 st speed, 3rd speed or 5th speed, and FIG. 2C illustrates the shift state of 2nd speed, 4th speed or R. FIG. 3 is a perspective view of the counterweight 150, viewed from above and an A direction in FIG. 2A. FIG. 4 is a side view of the transmission 103 and the clutch 102, viewed from left in FIG. 2A. FIG. 5 is an elevation view of the transmission 103 and the clutch 102, viewed from the front of the vehicle, i.e. from above in FIG. 2A.
The counterweight 150 comprises a first weight portion 151, a second weight portion 152 which is lighter than the first weight portion 151, an arm portion 153 to interconnect the first and second weight portions 151 and 152, and a support axis 154 to support the arm portion 153. The support axis 154 is disposed so as to extend substantially parallel to the axis of the control shaft 140, preferably substantially vertically, apart from the control shaft 140. The support axis 154 is disposed on or at a face (preferably an upper face) of the case of the transmission 103 preferably at a portion which is the furthest away from the engine as illustrated in FIG. 2A and/or from the differential gear 104 as illustrated in FIG. 4.
Also, the arm portion 153 comprises a first portion 153a which interconnects the support axis 154 and the first weight portion 151 and a second portion 153b which preferably is longer than the first portion 153a and interconnects the axis support 154 and the second weight portion 152. The reason for making the first portion 153a shorter than the second portion 153b is to avoid interference with peripheral members located around the transmission 103, such as the vehicle frame, thereby solving limitations in layout.
The counterweight 150 is constituted such that the second weight portion 152 rotates or pivots in the space which is at least partly enclosed by the outer peripheral portion of the clutch 102 and/or the outer peripheral portion of the case of the transmission 103. Accordingly, since a disposition of the second portion 153b has little limitation in its layout, the second portion 153b can be made preferably longer than the first portion 153a. As a result, the second weight portion 152 can be made as light as possible, thereby reducing the total weight of the counterweight 150 properly.
The outer lever 130 and the arm portion 153 preferably are substantially parallel, and the cable 121 is coupled to the outer lever 130 at a substantially right angle to them. Also, the support axis 154 preferably rotatably or pivotably supports the substantial gravity center of the entire of the first weight portion 151, the second weight portion 152 and the arm portion 153. Thereby, the counterweight 150 can be smoothly supported at the support axis 154. Further, there is provided a link member 155 which interconnects the second arm 153b of the arm portion 153 and the outer lever 130 and thereby makes the entire of the first weight portion 151, the second weight portion 152 and the arm portion 153 rotate or pivot around the support axis 154 as the outer lever 130 is rotated or pivoted.
As apparent from FIG. 3, the outer lever 130 includes a pole shaft 130a projecting substantially vertically, and the link member 155 includes a (preferably substantially circular) hole 155a through which the pole shaft 130a is inserted. The circular hole 155a is formed at one end of the link member 155, and at the other end of the link member 155 is provided a connecting portion 155b which is coupled to an intermediate portion (preferably the substantially center portion) of the second portion 153b of the arm portion 153.
The cable 122 is coupled to a L-shaped or bent member 156, which is rotatable or pivotable around a corner portion thereof. One end of the L-shaped member 156 is coupled to the cable 122, while the other end of the L-shaped member 156 is connected to the control shaft 140. Thereby, the L-shaped member 156 rotates or pivots as the cable 122 is operated, and the control shaft 140 moves vertically (in the axial direction) as the L-shaped member 156 rotates.
Herein, when the control shaft 140 moves along its axial direction , preferably substantially vertically, with the select-direction operation of the change lever, the height of the outer lever 130 changes. Accordingly, the distance in the vertical direction between the link member 155 and the outer lever 130 changes. However, the connection between the outer lever 130 and the link member 155 is constituted by the pole shaft 130a and the circular hole 155a. The pole shaft 130a provided at the outer lever 130 is inserted through the circular hole 155a formed at the link member 155. In other words, the (vertical) position of the link member 155, the outer lever 130 and of the full counterweight 150 does not change upon an axial displacement of the control shaft 140 due to the pole shaft 130a and the circular hole 155a. Thus, the vertical movement of the outer lever 130 does not matter. Namely, the counterweight 150 rotates or is displaced only with the rotation of the control shaft 140, not with the vertical movement of the control shaft 140. Accordingly, the select-direction operation of the change lever 110 can be done with a relatively light force.
Herein, the pole shaft 130a needs to have its length which is longer than the vertical movement width or stroke of the control shaft 140. Although the pole shaft 130a is provided at the outer lever 130 and the circular hole 155a is formed at the link member 155 in the present embodiment, conversely the circular hole may be formed at the side of the outer lever 130 and the pole shaft may be provided at a tip or distal end of the link member 155.
As described above, according to the present embodiment, since the two weight portions 151, 152 are coupled by the arm portion 153 and the arm portion 153 is rotatably or pivotably supported, the shift feeling can be improved and the counterweight 150 can be smoothly supported. Further, making use of the space at least partly enclosed by the outer peripheral portion of the clutch 102 and/or the outer peripheral portion of the transmission 103, the relatively-light second weight portion 152 coupled by the relatively-long second portion 153b of the arm portion 153 is constituted so as to rotate or move in this space. Namely, a proper clearance between the counterweight 150 and the vehicle constituting members can be ensured, and the weight reduction of the counterweight 150 itself can be attained.
A transmission 103 equipped with a shift device preferably of the cable-type comprises a control shaft 140 to control a shift change with rotation and axial-direction movement thereof, an outer lever 130 to be rotated or pivoted by a shift-direction operation of an operating means (preferably comprising a change lever 110), and a counterweight 150 to rotate or pivot with the rotation or pivotal movement of the control shaft, but preferably not to move with the axial-direction movement of the control shaft. The counterweight 150 includes first and second weight portions 151, 152, an arm portion 153 to interconnect these weight portions, and a support axis 154 disposed so as to extend substantially vertically or in parallel to the control shaft 140. The support axis 154 rotatably or pivotably supports a substantial gravity center of the first and second weight portions 151, 152 and the arm portion 153. Accordingly, the counterweight can be supported smoothly and the shift feeling can be improved properly with a relatively small force for the select-direction operation of the change lever.
Herein, although the laterally-disposed engine is applied and the FF vehicle with the five-stage manual transmission is described in the present embodiment, the present invention should not be limited to this embodiment. The present invention can be also applied to a longitudinally-disposed engine, a six-stage manual transmission, and/or a RR vehicle. Any other modifications and improvements can be applied within the scope of a sprit of the present invention.

Claims

A counterweight (150) operative to rotate with the rotation of a control shaft (140) of a transmission (103) to be equipped with a shift device,
wherein said counterweight (150) includes a first weight portion (151) and a second weight portion (152), an arm portion (153) to interconnect the first and second weight portions (151, 152), and a support axis (154) disposed so as to extend substantially vertically, apart from said control shaft (140),
wherein the support axis (154) rotatably supports a substantial gravity center of an entire of the first and second weight portions (151, 152) and the arm portion (153), and
is operationally connectable with said control shaft (140) in such a manner that the counterweight (150) does not move with the axial-direction movement of said control shaft (140), wherein a first portion (153a) of said arm portion (153) interconnects said support axis (154) and said first weight portion (151), a second portion (153b) of said arm portion (153) interconnects said support axis (154) and the second weight portion (152), and a link member (155) interconnects said second arm (153b) of the arm portion (153) and an outer lever (130) fixed to the control shaft (140) and thereby makes said counterweight (150) rotate with the rotation of the outer lever (130),
characterized in that
said first weight portion (151) is heavier than said second weight portion (152), the first portion (153a) of said arm portion (153) is shorter than the second portion (153b) of said arm portion (153).
A transmission (103) equipped with a shift device, comprising a counterweight (150) according to claim 1;
a control shaft (140) operative to control a shift change with rotation and axial-direction movement thereof in a case of the transmission (103);
an outer lever (130) operative to be rotated by a shift-direction operation of an operating means (110), the outer lever (130) being fixed to said control shaft (140) outside the case of the transmission (103) and to be coupled to the operating means (110) via a transmission member (121, 122).
The transmission (103) equipped with a shift device of claim 2, wherein said outer lever (130) includes a pole shaft (130a) projecting substantially parallel to an axis of the control shaft (140), preferably substantially vertically, and said link member (155) includes a substantially circular hole (155a) through which the pole shaft (130a) is inserted.
The transmission (103) equipped with a shift device of any one of the preceding claims 2 or 3, wherein said outer lever (130) and said arm portion (153) are disposed in substantially parallel.
A vehicle (100), wherein a transmission (103) of any one of the preceding claims 2 to 4 is disposed in an engine room of a vehicle (100) and is coupled to a laterally-disposed engine (101) via a clutch (102), and said counterweight (150) is constituted such that said second weight portion (152) rotates in a space which is at least partly enclosed by an outer peripheral portion of a housing of the clutch (102) and/or an outer peripheral portion of the case of the transmission (103).
The vehicle (100) of claim 5, wherein said outer lever (130) and said arm portion (153) are disposed in substantially parallel, and said transmission member (121, 122) is coupled to said outer lever (130) at a substantially right angle to the outer lever (130) and the arm portion (153).